Internal-combustion engine



W. V. B. MARQUETTE INTERNAL COMBUSTION ENGINE I Filed June 25, 1926 4 Sheets-Sheet 1 INVENTOR.

A TTORNEY v Oct. 18, 1927.

W. V. B. MARQUETTE INTERNAL COMBUSTION ENGINE 4 Sheets-Sheet 2 Filed Juhe 25, 19 26 18 192 1,645,959 Oct 7 w. v. B. MARQUETTE INTERNAL COMBUSTION ENGINE Filed June 25, 1926 4 4 Sheets-Sheet 5 i M 6) E INVENTOR.

A TTORNEY Oct. 18, 1927. 1,645,959

w. v. B. MARQUETTE :INTERNAL COMBUSTION ENGINE Filed Jun e 25, 1926 4 Sheets-Sheet 4 INVENTOR. h'ea'mqaa M 1516 J ATTORNEY Patented Oct. 18, 1927.

UNITED f STATES WILLIAII V. B. MARQUETTE, OF NEW YORK, Y.

INTERNAL-COMBUSTION ENGINE.

Application filed June 25,

My invention relates to improvements in internal combustion engines of the oscillatory type, and the object of my invention is to produce a highly eflicient engine of unusually simple construction, in which the fuel, as it explodes, acts by impact and also by continuous pressure. My invention is further intended to produce an engine in which all the parts are easily accessible, and which can be constructed'easilyso as to avoid leakage. This latter feature is important because in most internal combustion engines of the oscillatory or rotary type, the leakage has been so serious as to prevent the use of this type of engine, although, theoretically, it is recognized as being desirable.

My invention is also intended to produce a simple engine in which thecylinders can be arranged in pairs in which a greater or less number of cylinders can be conveniently connected to a common driving crank shaft. My invention is intended also to produce a structure in which a continuous, smooth movement is imparted to the crank shaft by the oscillation of the several pistons, and in which the speed and power of the engine can be varied readily by varying thedistance of the pistons from their main shaft to which they are connected. The invention is further intended to produce a structure in which each cylinder has two oscillatory pistons arranged to act in alternation'to impart movement to .the shaft in a continuous direction and without danger of centering, and in which the return stroke of each piston affords the necessary compression for the next explosion.

These, and other advantages, will appear more fully from the description which follows:

Reference. is to be had to the accompanying drawings in which similar letters and figures of reference refer to the similar parts throughout the several views:

Figure 1 is, a sectional elevation of the engine embodying my invention.

Figure 2 is a front View of one of the cylinders.

Figure 3 is a broken plan view of an engine unit composed of two adjacent cylinders and their connecting parts.

vFigure 4 is a transverse section on line 44 of Figure 2. Y

Figure 5 is a section on the line 5--5 of Figure 1.

In the drawings I have shown a two-unit 1926. Serial No. 118,423,

engine, namely, an'engine comprising two similar cylinders and parts arranged side by side, and connected with a common crank 'bore being also preferably circular in crosssection. The cylinder can be water-cooled or air-cooled, but I'have shown an air-cooled cylinder having transverse fins 14 on both the stationary-and movable parts to give additional radiation of cooling surface. It will be noticed that the fins on the movable part 12 will act as a fan to produce an additional cooling effect by reason of the increased air circulation.

The lower member 11 of the outer cylinder half can be advantageously cast integral with the base 15, and the latter has on opposite sides and near the upper edge a part 16 of a compression chamber, while the upper half 11 has a matching part 16", so that the chamber formed of the parts 16 and 16 is complete and connects with the bore 13 of the cylinder. By reference to Figure 4 it will be noticed that these compression chambers are on opposite sides of the cylinder. The lower and upper parts of the cylinder have abutting flanges 17 and 18 which obviously can be suitably packed, and

'are fastened together by bolts 19 or equivalent fastenings. Gas is admitted to the compression chambers, as presently described, and each is provided with a spark-plug 20 for igniting the compressed fuel.

It will'be noted that where the parts 11 'and 12 of the clyinders meet, the abutting portions are flanged as at 12 to provide for packing rings 12*.

In each cylinder above the right-hand chamber .16 in Figure 4, is a fixed abutment 22 which closes the bore of the cylinder and is attached to the outer part 11, while on the opposite side of the cylinder and below the chamber 16 on said opposite side, is a similar fixed abutment '22. These fill the bore of the cylinder and below the fixed abutment 21 and spaced slightly therefrom is a piston 23 which fills both parts of the cylinder and is rigidlyattached to the movable member 12 of the cylinder, while opposite the piston 23 is a similar piston 24 which is spaced above the abutment 22 so that when an explosion takes place between the abut ment 21 and the piston 23, thelatter will move around to the position shown at 23' in Figure 4, and if the explosion takes place in the left-hand chamber between abutment 22 and the piston 24, the latter will move around to the position shown at 24' and will carry the piston 23 back to its original position. Both pistons and abutments are grooved at 25 for the reception of oil or packing rings. The movable part 12 of each cylinder is rigid on the shaft 26 which projects from both sides of the cylinder; is mounted in suitable bearings 27, and the shaft of each cylinder as shown in Figure 3 connects by a crank 28, and connecting rod 29, with the crank 30 of the main crank shaft 31. This is best shown in Figure 5. It will be apparent, therefore, that if there were further cylinders and .pistons, they would similarly connect to the same crank shaft 31.

Below each compression chamber, 16, 16 there is a two part chamber 32, with one compartment of which. an intake pipe 33 communicates and with the other compartment an exhaust pipe 34' communicates, the two compartments being separated by a suitable partition to prevent admixture of the fresh fuel with the exhaust. A poppet valve 36 is provided for each compartment of each chamber, the poppet valves seating in openings in the walls 35' between-the chambers 16, 16' and 32. Each valve is attached to a shank or rod 37, which extends downward through a chamber 38 and plug 39, as shown in Figure 4. The valves are normally held closed by spiral springs, 40, coiled around shanks 37 in the chambers 38 and pressing against the top wall of chamber 38 and against collar 41 on shanks 37 The poppet valves are operated by cams 42 on cam shafts, 43, so as to open and close at the desired times to permit the exhaust of the exploded fuel and to allow fresh fuel to enter. These cam shafts can be driven in any desired way.

In operation, acharge is admitted to the compression chamber 16, 16, and when exploded, it carries the piston 23 to the position 23; and the piston 24 to the position 24 in Figure 4. The movement ofthe latter piston will suck in a charge of gas through its appropriate inlet poppet "-valve 36 and, on the return stroke, the gas will be compressed between the piston 24 and the abutment 22, while the exhaust between the pis ton 23 and abutment 21 will discharge 7 through its appropriate exhaust pipe, the

exhaust valve 36 being raised by the cam 42 ce'aeee at the right time to permit this action. This movement will be given to the shaft by the action of the adjacent cylinders and pistons,

which are all connected, as above described, so that when an explosion takes place between the abutment 22and piston '24, the latter will again move to the position shown at 24 and the piston 23 will act as a compressor. The action of the pistons, in compressing and in power pressure will be well understood as this is common to all engines of the explosion and compression type.

connection between said portions where they meet;

2. An internal combustion engine comprising an annular member having a two-part outer portion, the parts being stationary and separable, inemhers forming compression chambers at the junction of the outer parts, said members being composedof parts carried by the corresponding parts of the outer portion of the annular member, and an inner oscillating portion complementary to the outer portion of the annular member.

3. An internal combustion engine comprising an annular member having an outer stationary portion formed of two separable parts with a compression chamber at the unction of said parts, and an inner oscillating portion complementary to the outer portion, fixed abutments in the stationary port on, and pistons secured to the oscillating portion.

4. An internal combustion engine comprising an annular member having an outer stationary portion formed of two separate parts with a compression chamber at the Junction of said parts and a gas chamber having a valved connection with said compression chamber, an inner oscillating portion complementary to said outer portion, fixed abutments in the stationary portion of the annular member, and pistons spaced from the abutments and secured to the oscillating portion. 7

In testimony whereof, I have signed 111 name to this specification this 18th day of June, 1926.

WILLIAM V. B'.- MALRQUETTE. 

